Battery power management apparatus and method

ABSTRACT

An apparatus, including a first circuit which contains a first load which does not draw current from a first battery when not operating, and includes an electric motor of an electric vehicle or hybrid vehicle; a second circuit which contains a second load which draws current from a second battery when the first load is not operating or is non-operational; a first switch which is capable of disconnecting the first battery from the first circuit; a second switch which is capable of connecting the first battery to the first circuit; and at least one recharger which is capable of recharging the first battery and the second battery when the first load is operating. The apparatus is capable of providing electrical power to the second load when the at least one recharger ceases to operate or becomes non-operational. The first load is an eaxle.

RELATED APPLICATIONS

This application claims the benefit of the priority of U.S. ProvisionalPatent Application Ser. No. 63/149,530, filed Feb. 15, 2021, andentitled “BATTERY POWER MANAGEMENT APPARATUS AND METHOD”, the subjectmatter and teachings of which are hereby incorporated by referenceherein in their entirety.

FIELD OF THE INVENTION

The present invention pertains to a battery power management apparatusand method and, in particular, to a battery power management apparatusand method which can conserve battery power and/or battery charge levelfor electrical systems and/or components which do not require power whena vehicle, a premises, or an article, is not operating or not in use,while providing power to and/or for electrical systems and/or componentswhich require power when the vehicle, the premises, or the article, isnot operating or not in use, or which otherwise need to be provided withpower when a power source and/or a battery recharging source ceases tooperate or is not operational, and/or the present invention pertains toa battery power management apparatus and method which can be utilized togenerate electric power so as to recharge a battery or batteries of anelectric vehicle or a hybrid vehicle, of any type or kind, while theelectric vehicle or the hybrid is in use or operating, as well as whichcan be utilized to conserve battery power and/or battery charge levelfor an electric vehicle or a hybrid vehicle, of any type or kind, aswell as for any electrical systems and/or components of the same, whichdo not require power when the electric vehicle or the hybrid vehicle isnot operating or not in use, while providing power to and/or forelectrical systems and/or components which require power when theelectric vehicle or the hybrid vehicle is not operating or not in use,or which otherwise need to be provided with power when a power sourceand/or a battery recharging source ceases to operate or is notoperational.

BACKGROUND OF THE INVENTION

Batteries and direct current (DC) power sources are utilized in manyapplications. Perhaps one of the most common uses of batteries and DCpower sources is in automobiles. Typically, a vehicle battery providesthe power which powers the vehicle's ignition system and a vehiclealternator generates electrical power when the vehicle's engine isoperating which power can be utilized to provide the electrical powerfor many of a wide variety of vehicle systems, equipment systems, and/orcomponents, along with electrical power to charge the vehicle battery.

As many who own a vehicle will readily understand, there are a number ofvehicle systems, equipment systems, or components, such as, but notlimited to, anti-theft systems, RF systems which operate in connectionwith remote control door lock openers, electronic command computers,radio clocks, and any other systems, equipment systems, or components,which require power when the vehicle is not operating, not in use, orwhen the engine is not operating or is not running. These vehiclesystems, equipment systems, or components, which require power when thevehicle is not operating, not in use, or when the engine is notoperating or is not running, presents which some may call drain or a“parasitic drain” on the vehicle battery. This drain or “parasiticdrain” on the vehicle battery can deplete the vehicle's battery of itscharge to a point where the battery either goes dead or does not havesufficient power to start the vehicle and/or to ensure that all vehiclesystems, equipment systems, or components, are fully powered.

Disconnecting a vehicle's battery when the vehicle is not in use canserve to reserve the battery charge and/or power level, but suchdisconnecting of the battery deprives those vehicle systems, equipmentsystems, or components, which require power when the vehicle is notoperating, not in use, or when the engine is not operating or is notrunning, of power and thereby shutting the same down. The shutting downof a vehicle's command computer, anti-theft system, radio clock, ordashboard gauges, or any other systems, equipment systems, orcomponents, is not desirable. While vehicles are designed and built toaccommodate these drains and/or “parasitic drains” on the vehiclebattery when the vehicle is not operating, not in use, or when theengine is not operating or is not running, sometimes these drains or“parasitic drains” can cause a battery to lose its charge or “go dead”.Sometimes these drains are also caused by short circuits in a vehicleelectric circuit, and the diagnosing and repair of same can be very timeconsuming and expensive.

Similar drains or “parasitic drains” can also be found in DC circuitsutilized in any type or kind of vehicles, land vehicles, automobiles,trucks, recreational vehicles, boats, marine vessels, submarines,aircraft, airplanes, jets, helicopters, spacecraft, space shuttles,recreational vehicles, motorcycles, scooters, or any other type or kindof vehicle, any type or kind of premises, residential premises,commercial premises, equipment, of any system, equipment system, orcomponent, of, in, or associated with, same, or any article which mayutilize a DC power source.

Other problems can also arise when a vehicle power source or batteryrecharging device or source ceases to operate or is not operational, oris turned off, suddenly, unintentionally, or otherwise. For example,certain vehicles utilize alternators in order to provide power tocertain of the vehicle's systems, equipment systems, devices, orcomponents, and in order to recharge the vehicle battery, when thevehicle engine is running. The alternator might provide power to anynumber of vehicle systems, equipment systems, devices, or components, aswell as recharge the vehicle battery when the engine is running, but thealternator stops doing so when the vehicle engine stops running or isturned off. When this occurs, those vehicle systems, equipment systems,devices, or components, which are powered by the alternator, lose powerand become non-operational. These vehicle systems, equipment systems,devices, or components, can include the vehicle's power steering system,the vehicle's power brakes system, the vehicle's traction controlsystem, the vehicle's electronic stability control system, the vehicle'santi-lock brake system, the vehicle's safety systems, the vehicle'slights, the vehicle's power door locks or vehicle power door locksystems, the vehicle's airbag systems, the vehicle's passenger restraintsystems, the vehicle's supplemental restraint systems, the vehicle'scommunication systems, the vehicle's emergency communication systems,among others. Any loss of power to these vehicle systems, equipmentsystems, devices, or components can result in accidents which can causeserious injury or even death.

Similar loss of power problems can also be found in AC and/or DCcircuits utilized in any type or kind of vehicles, land vehicles,automobiles, trucks, recreational vehicles, boats, marine vessels,submarines, aircraft, airplanes, jets, helicopters, spacecraft, spaceshuttles, recreational vehicles, motorcycles, scooters, or any othertype or kind of vehicle, any type or kind of premises, residentialpremises, commercial premises, equipment, of any system, equipmentsystem, or component, of, in, or associated with, same, or any articlewhich may utilize a DC power source or battery in connection with apower source such as a generator or alternator which can provide powerto certain systems, equipment systems, devices, or components, and/orwhich may also serve to recharge the DC power source or battery.

SUMMARY OF THE INVENTION

The present invention pertains to a battery power management apparatusand method and, in particular, to a battery power management apparatusand method which can conserve battery power and/or battery charge levelfor electrical systems and/or components which do not require power whena vehicle, a premises, or an article, is not operating or not in use,while providing power to and/or for electrical systems and/or componentswhich require power when the vehicle, the premises, or the article, isnot operating or not in use, or which otherwise needs to be providedwith power when a power source and/or a recharging source ceases tooperate, is non-operational, or is turned off, and/or the presentinvention pertains to a battery power management apparatus and methodwhich can be utilized to generate electric power so as to recharge abattery or batteries of an electric vehicle or a hybrid vehicle, of anytype or kind, while the electric vehicle or the hybrid is in use oroperating, as well as which can be utilized to conserve battery powerand/or battery charge level for an electric vehicle or a hybrid vehicle,of any type or kind, as well as for any electrical systems and/orcomponents of the same, which do not require power when the electricvehicle or the hybrid vehicle is not operating or not in use, whileproviding power to and/or for electrical systems and/or components whichrequire power when the electric vehicle or the hybrid vehicle is notoperating or not in use, or which otherwise need to be provided withpower when a power source and/or a battery recharging source ceases tooperate or is not operational, which overcomes the shortfalls of theprior art.

The apparatus and method of the present invention can be utilized in anynumber of a wide variety of applications, including but not limited to,applications in, or in connection with, motor vehicles, automobiles,trucks, mass transportation vehicles, buses, school buses, trains,subway trains, aircraft, airplanes, jets, gliders, hot air balloons,spacecraft, space shuttles, satellites, boats, marine vehicles, marinevessels, submarines, motorcycles, motor scooters, recreational vehicles(RVs) of any type or kind, mobile homes, jet skis, equipment of any kindor type, or any other vehicle (hereinafter referred to as a “vehicle” or“vehicles”), or in applications in, or in connection with, premises,residential premises, commercial premises, buildings, structures, land,or any land and/or structure of any type or kind (hereinafter referredto as a “premises” or “premises”), or in applications in, with, or inconnection with, any article or device (hereinafter “article” or“articles”) which utilizes a battery or a DC power source and which isalso equipped for, adapted for, or capable of, recharging that batteryor DC power source. The apparatus and method of the present inventioncan be utilized in connection with gasoline-powered vehicles,diesel-powered vehicles, or any other fuel-powered vehicles, combustionengine powered vehicles, electric-powered vehicles, hybrid-poweredvehicles, or any other types or kinds of vehicles.

The apparatus of the present invention can be utilized in, on, or inconnection with, or can be adapted for and utilized in, on, or inconnection with, any of the herein-identified and/or herein-definedvehicles, premises, or articles.

The apparatus includes a primary vehicle battery which can be connectedto or with, or which is connectable to and/or with, the vehicle ignitionsystem as well as any other vehicle electrical system or device orvehicle electronic system or device of the vehicle and which does notdraw electrical power or current when the vehicle or the vehicleignition system is not in use (hereafter collectively referred to as“non-drain loads”). The primary vehicle battery can be any battery or DCpower source which is suitable for use in, on, or in connection with,the particular vehicle.

The primary vehicle battery can be electrically connected with, orcoupled to, the vehicle ignition system in any appropriate circuitconfiguration, such as, but not limited to, a parallel connection or aseries connection, or any combination of same, and to any number of anyof the other non-drain loads in, on, or of, the vehicle in anyappropriate circuit configuration, such as, but not limited to, aparallel connection or a series connection. The vehicle non-drain loadscan be any electrical circuit, system, equipment system, device, orcomponent, which requires electrical power when the vehicle, or anyelectrical circuit, system, equipment system, device, or component, isin use or is being operated.

The apparatus also includes a main cutoff switch which can be connectedin series with the primary vehicle battery. The main cutoff switch canserve to disconnect the primary vehicle battery from all vehiclecircuits and/or devices including, but not limited to, the vehicleignition system and the vehicle non-drain loads. In this regard, thecutoff switch can be utilized to completely and electrically disconnectthe primary vehicle battery from any and all loads in, on, or connectedwith, the vehicle.

The main cutoff switch can be a manual switch which can be placed at anysuitable or convenient location in or on the vehicle and/or the maincutoff switch can also be a remotely controlled switch, such as thosetypically utilized in connection with remote controlled vehicle startersor remote controlled vehicle ignition systems. In this regard, a remotecontrol device can be utilized to transmit, via a transmitter, a radiofrequency (RF) signal, an infrared (IR) signal, or any other suitablesignal, or communication transmission, which can be received by acorresponding receiver in, on, or at the vehicle, which can be processedby a receiver or any other appropriate controller, control device,computer, or other device, which can cause the main cutoff switch toclose in order to remotely enable the vehicle to be utilized, or cancause the main cutoff switch to open so as to disable vehicle operation.

The apparatus can also include a vehicle ignition/On switch, which canbe connected in series with the primary vehicle battery and which can beutilized to electrically connect or electrically disconnect the primaryvehicle battery to or from each of to the vehicle ignition system and/orto or from each of any number of the non-drain loads. The vehicleignition/On switch can also be utilized to selectively activate thevehicle ignition system in order to start the vehicle engine and/or toactivate, and/or to enable an activation of, any one or more of any ofthe vehicles systems, equipment systems, devices, or components, and/orany vehicle non-drain loads, of the vehicle and/or to activate, and/orto enable the activation of, any one or more of the electrical circuits,systems, equipment systems, devices, or components, and/or any vehiclenon-drain loads, of the vehicle which require electrical power for useor operation.

The vehicle ignition/On switch can be a manual switch, such as thosewhich are typically utilized in connection with a vehicle key and/or thevehicle ignition/On switch can also be a remotely controlled switch,such as those typically utilized in connection with remote controlledvehicle starters or remote controlled vehicle ignition systems. In thisregard, a remote control device can be utilized to transmit, via atransmitter, a radio frequency (RF) signal, an infrared (IR) signal, orany other suitable signal, or communication transmission, which can bereceived by a corresponding receiver in, on, or at the vehicle, whichcan be processed by the receiver or any other appropriate controller,control device, computer, or other device, which can cause the vehicleignition/On switch to close in order to remotely start the vehicle'sengine or can, in and under appropriate and safe circumstances, suchwhen the vehicle engine is off, cause the vehicle ignition/On switch toopen so as to disable vehicle operation.

The apparatus also includes a vehicle auxiliary battery which can be thesame as, or can be of the same type or kind of battery or DC powersource as the primary vehicle battery. Both of the primary vehiclebattery and the vehicle auxiliary battery can be 12 volt automobilebatteries, in the case where the vehicle is an automobile, which canhave similar, if not identical, specifications and which can berecharged from, by, with, or using, the same electrical vehiclealternator described herein. The vehicle auxiliary battery can beconnected in series or in parallel with each of all of the vehicledevices, equipment, equipment systems, or components, which typicallydrain current from a vehicle battery when the vehicle of the vehicleignition systems is not operation or “off” (hereinafter collectivelyreferred to as the “drain loads”).

The drain loads can include, for example, but are not limited to, thevehicle command computer or command computers, any computers or deviceswhich require to be electrically powered at all times, the vehicleanti-theft system or vehicle theft-deterrent system which require to beelectrically powered at all times, the remote power doorlocking/unlocking system and any receivers and/or computers orprocessing devices associated with same which require electrical powerat all times, the vehicle remote starter system and any receivers and/orcomputers or processing devices associated with same which requireelectrical power at all times, the vehicle radio clock, the vehicleradio memory system, any computers or devices having or utilizing memoryor any other processing capabilities which require power at all times,any gauges or associated coils which require at least some electricalpower at all times to remain properly functional, and any other vehiclesystems, equipment systems, components, or devices, which requireelectrical power at all times. In this regard, the drain loads caninclude, but are not limited to, a vehicle anti-theft system, a vehicleradio memory storage system or device, a radio clock, any commandcomputer or command computers, remote door opening systems, or devices,remote control systems or devices, or any other systems, equipmentsystems, devices, or components, which are known to dram electricalpower at all times and which can drain a vehicle battery of current anddeplete its charge or charge level when a vehicle is typically not inuse or is not operating.

The apparatus can also be connected to or with the vehicle alternator,which alternator is typically equipped to, and also used in order to,perform a number of functions including, but not limited to, rechargingthe battery of a vehicle, and which can be utilized in the apparatus ofthe present invention in order to continuously re-charge each of theprimary vehicle battery and the vehicle auxiliary battery of theapparatus of the present invention. A single vehicle alternator can beused to recharge both the primary vehicle battery and the vehicleauxiliary battery. Two alternators can also be utilized so that onealternator can be utilized to charge the primary vehicle battery and sothat the other alternator can be utilized to charge the vehicleauxiliary battery. Any pertinent circuits, components, or devices, ofthe alternator can be connected between each respective electricalcircuit or connector(s) associated with the recharging of each of theprimary vehicle battery and the vehicle auxiliary battery and a groundas needed or desired. In a preferred embodiment, the apparatus can alsobe connected to the ground as needed or desired.

In an embodiment in which two alternators are employed, one of thealternators can be dedicated for performing all of the functions of atypical vehicle alternator as well as, and including, recharging theprimary vehicle battery and providing electrical power to the vehicleignition system, the vehicle non-drain loads, or any electrical circuit,system, equipment system, device, or component, of the vehicle whichrequires electrical power when the vehicle, or any electrical circuit,system, equipment system, device, or component, is in use or is beingoperated, while the second alternator can be dedicated for rechargingthe vehicle auxiliary battery and, if needed or desired, for performingany other functions such as providing electrical power to any of thedrain loads of the vehicle. In an embodiment in which two alternatorsare utilized, the first alternator can be connected to vehicle groundand to each of the various vehicle electrical circuits needed forproviding any needed electrical power to the various electricalcircuits, systems, equipment systems, devices, or components, of, in,on, or associated with, the vehicle and for recharging the primaryvehicle battery, while the second alternator can be connected to vehicleground and to any vehicle electrical circuit(s) needed for rechargingthe vehicle auxiliary battery as well as to any other electricalcircuit(s) for which the second alternator is being utilized to supplyelectrical power.

The apparatus can also be utilized in order to remotely open or toremotely close each of the main cutoff switch and the vehicleignition/On switch. In such an embodiment, the apparatus can include atransmitter, which can be any type or kind of remote control transmitterfor opening or closing the circuit controlled by the main cutoff switchand which can be integrated into and/or with a vehicle remote controldevice, a key chain, or a key fob, or any other device, a receiverlocated at, in, or on, the vehicle, for receiving a signal, signals, orsequence of signals, transmitted from the transmitter and indicative ofa main shutoff switch opening operation or a main cutoff switch closingoperation, a controller for processing any signal, signals, or sequenceof signals, received by the receiver, and an electronically activatedswitching device which can located in parallel with the main cutoffswitch, which can serve to close or open the circuit controlled by themain cutoff switch. The electronically activated switching device can beplaced in parallel with the main cutoff switch so that it can simplybypass the main cutoff switch.

The apparatus can also include a transmitter, which can be any type orkind of remote control transmitter for opening or closing the circuitcontrolled by the vehicle ignition/On switch and which can also beintegrated into and/or with a vehicle remote control device, a keychain, or a key fob, or any other device, a receiver located at, in, oron, the vehicle, for receiving a signal, signals, or sequence ofsignals, transmitted from the transmitter and indicative of a vehicleignition switch opening operation or a vehicle ignition switch closingoperation, a controller for processing any signal, signals, or sequenceof signals, received by the receiver, and an electronically activatedswitching device which can located in parallel with the vehicleignition/On switch, which can serve to close or open the circuitcontrolled by the vehicle ignition/On switch. The electronicallyactivated switching device can be placed in parallel with the vehicleignition/On switch so that it can simply bypass the vehicle ignition/Onswitch.

The above-described transmitters can also be implemented by, replacedby, or used in conjunction with, a central processing computer or anInternet server which can be associated with a web site. Any authorizeduser or authorized person can utilize any suitable communication device,which can be a personal computer, a tablet, a tablet computer, a laptopcomputer, a notebook computer, a cellular telephone, a wirelesstelephone, a personal digital assistant, or any other suitable device,in order transmit any respective signal, signals, or sequence ofsignals, to a respective receiver via the central processing computeron, over, or via, the Internet and/or the World Wide Web, and/or on orover any other communication network(s), wireless communicationnetwork(s), or any combination of same. In this regard, any authorizeduser or authorized person can use or control the apparatus of thepresent invention on, over, or via, the Internet and/or the World WideWeb and/or any other communication network(s), wireless communicationnetwork(s), or any combination of same.

The apparatus of the present invention can be utilized to provide and toperform battery power management in and for any of the herein-describedvehicles, premises, or articles, by providing, and/or by allowing for,the electrical powering of any electrical devices, which typicallyrequire electrical power at all times and/or when the respectivevehicle, premises, or article, is not in use, while, at the same time,conserving the power of the main battery of the vehicle, the premises,or article, which is needed to activate and operate the vehicle, thepremises, or the article, when same is desired to be used and/or in use.

In an embodiment wherein the main cutoff switch and the vehicle ignitionswitch are both in the “switch open” state or position or in the “OFF”state or position, which can be indicative of the vehicle not being inuse, the primary vehicle battery can be completely disconnected from thevehicle ignition system and from the vehicle non-drain loads, whichvehicle non-drain loads can be any electrical circuit, system, equipmentsystem, device, or component, which requires electrical power when thevehicle, or any electrical circuit, system, equipment system, device, orcomponent, is in use or is being operated. When the primary vehiclebattery is completely disconnected from the vehicle ignition system andthe vehicle non-drain loads, the electrical power and/or the chargelevel of the primary vehicle battery is conserved for later use. Theapparatus provides the advantage that no electrical power is drainedfrom the primary vehicle battery 10 when the vehicle is not operatingand/or not in use, thereby conserving the charge level and theelectrical power of the primary vehicle battery for later use.

The apparatus can also function as a valuable vehicle anti-theft devicefor the vehicle as no electrical power can be provided to the vehicleignition system when the main cutoff switch is in the “switch open” or“OFF” sate or position. Even if one were to gain access to a vehicle keyor otherwise attempt to bypass the vehicle ignition/On switch, theprimary vehicle battery will remain disconnected from the vehicleignition system and from the vehicle non-drain loads. In this manner,the apparatus of the present invention can also be utilized as a vehicleanti-theft system or device.

The vehicle auxiliary battery can provide electrical power to any and/orall of the drain loads which typically draw electrical power at alltimes and/or when the vehicle is in use, or operating, as well as whenthe vehicle is not in use or not operating. As noted above, the drainloads can include, for example, but are not limited to, the vehiclecommand computer or command computers, any computers or devices whichrequire to be electrically powered at all times, the vehicle anti-theftsystem or vehicle theft-deterrent system which require to beelectrically powered at all times, the remote power doorlocking/unlocking system and any receivers and/or computers orprocessing devices associated with same which require electrical powerat all times, the vehicle remote starter system and any receivers and/orcomputers or processing devices associated with same which requireelectrical power at all times, the vehicle radio clock, the vehicleradio memory system, any computers or devices having or utilizing memoryor any other processing capabilities which require power at all times,any gauges or associated coils which require at least some electricalpower at all times to remain properly functional, and any other vehiclesystems, equipment systems, components, or devices, which requireelectrical power at all times.

In this regard, the apparatus of the present invention can provideelectrical power to the drain loads from the vehicle auxiliary batterywhile conserving the charge level and electrical power capacity of theprimary vehicle battery. As noted above, the apparatus can also serve ananti-theft function and/or a theft-deterrence function for the vehicleas the primary vehicle battery is, and remains, completely disconnectedfrom the vehicle ignition system when the main cutoff switch is in the“switch open” state or position or in the “OFF” state or position.

When the main cutoff switch is in the “switch closed” position, theprimary vehicle battery can be capable of providing electrical power tothe vehicle ignition system and to any of the vehicle non-drain loadsdescribed herein, and/or to any of the vehicle's systems, equipmentsystems, components, or devices, which can be powered by the primaryvehicle battery upon, and/or subject to, the closing of the vehicleignition/On switch.

When both the main cutoff switch and the vehicle ignition/On switch arein the “switch closed” or “ON” position, an operator can start thevehicle's engine by closing the vehicle ignition/On switch. Once thevehicle engine is running, the primary vehicle battery can provideelectrical power to or for the vehicle ignition system as well as to orfor to any of the vehicle non-drain loads described herein, and/or toany of the vehicle's systems, equipment systems, components, or devices.

During vehicle engine operation, the alternator or alternators, if morethan one alternator is utilized, and/or any respective component(s) ofthe alternator or alternators can be driven by the vehicle engine inorder to generate electrical power which can include both an alternatingcurrent (AC) power and a direct current (DC) power. If a singlealternator is utilized, then the alternator can re-charge both theprimary vehicle battery and the vehicle auxiliary battery during vehicleengine operation and can provide electrical power to or for any of thevehicle non-drain loads or drain loads described herein, and/or to anyof the vehicle's systems, equipment systems, components, or devices. Iftwo alternators are utilized, then one alternator can be connected to,and can re-charge, the primary vehicle battery, as well as provide ACand/or DC power to any of the vehicle non-drain loads described herein,and/or to any of the vehicle's systems, equipment systems, components,or devices, while the other alternator can be connected to, and canre-charge, the vehicle auxiliary battery, as well as provide AC and/orDC power to any of the vehicle's drain loads. In this regard, both theprimary vehicle battery and the vehicle auxiliary battery can bere-charged during vehicle engine operation.

Use of the apparatus of the present invention can be optimized if themain cutoff switch is opened, and, therefore, placed in the “switchopen” state or position or in the “OFF” state or position, immediatelyafter the vehicle engine is turned off and thereby returned to the“switch closed” state or position or the “ON” state or position justprior to attempting to start the vehicle engine or just prior tootherwise turning the vehicle, or any vehicle system, equipment system,component, or device, “ON”, by closing the vehicle ignition/On switch,such as by switching the vehicle ignition/On switch to the “switchclosed” state or position or to the “ON” state or position, or byotherwise simply turning and ignition key or pushing an ignition buttonor switch. In this regard, the primary vehicle battery can be“connected” when use of the vehicle, the vehicle engine, or any vehiclesystem, equipment system, component, or device powered by the primaryvehicle battery, is desired, and the primary battery can be“disconnected” when use of the vehicle, the vehicle engine, or anyvehicle system, equipment system, component, or device, which is poweredby the primary vehicle battery, has ceased and/or is no longer desired.Substantial anti-theft advantages are also realized by the apparatus ofthe present invention as the vehicle engine will not be capable of beingactivated or started with the primary vehicle battery being disconnectedfrom the vehicle ignition system.

The apparatus provides the vehicle auxiliary battery which can provideany and/or all of the vehicle drain loads with electrical power when thevehicle engine is off or not running, while preserving and/or conservingthe battery charge level of the primary vehicle battery which can becompletely disconnected from any electrical power or current drainloads, from the vehicle ignition system, and/or from any of the vehiclenon-drain loads described herein, and/or from any of the vehicle'ssystem, equipment systems, components, or devices. The apparatusprovides a primary vehicle battery which can be completely disconnectedfrom any load, from the vehicle ignition system, from any of the vehiclenon-drain loads described herein, and/or to any of the vehicle's system,equipment systems, components, or devices, and/or from any of thevehicle drain loads, when the vehicle engine is not running, therebymaintaining a maximum charge level for the primary vehicle battery. Evenif the charge level of the vehicle auxiliary battery should becomedepleted during a period of non-use of the vehicle engine, the primaryvehicle battery can always have a sufficient charge level to start thevehicle engine and the respective vehicle alternator(s) can re-chargethe vehicle auxiliary battery as well as can re-charge the primaryvehicle battery.

In the manner described herein, the apparatus of the present inventionprovides a novel battery power management apparatus and method which canbe utilized in order to provide an apparatus or system which can beutilized to ensure that a charge level of a primary vehicle battery canalways be maintained, while allowing for sufficient electrical power tobe provided to vehicle systems, equipment systems, components, ordevices, which require and which continue to draw electrical power whenthe vehicle's engine is not running. In this regard, by using theapparatus of the present invention, one can ensure that any drain loadsor short circuits will not cause a primary vehicle battery to bedischarged or depleted of its charge and/or “go dead” while alsoensuring that any and/or all vehicle systems, equipment systems,components, or devices, which require electrical power at all timesand/or when the vehicle engine is not running, are provided with theelectrical power needed to ensure their proper operation.

The can also include a voltage stabilizing load or resistor which can beutilized and which can be inserted between the circuit portion of theapparatus which is powered by the primary vehicle battery and thecircuit portion of the apparatus which is powered by the vehicleauxiliary battery in order to connect the two circuit portions together.The resistor can be connected in between the positive sides of each ofthe primary vehicle battery and the vehicle auxiliary battery. With theuse of the resistor, electrical power can be provided from the vehicleauxiliary battery to the vehicle ignition system and to the vehiclenon-drain loads, if desired, when the vehicle ignition/On switch is inthe “switch closed” state or position or in the “ON” state or position,whether or not the main cutoff switch is in the “switch closed” or “ON”state or position or in the “switch open” or “OFF” state or position.When the main cutoff switch is in the “switch closed” state or positionor in the “ON” state or position, electrical power can also be providedfrom the primary vehicle battery to the vehicle drain loads, if desired.The resistor serves to connect the two circuit portions together whileproviding a stabilizing voltage drop across same in the event that therespective voltages of the primary vehicle battery and the vehicleauxiliary battery are not equal.

The apparatus and method of the present invention can also be utilizedin order to provide power to any vehicle systems, equipment systems,devices, or components, in the event that the vehicle engine stopsrunning, for any reason, which can result in the loss of the power beingprovided to any vehicle systems, vehicle equipment systems, devices, orcomponents, which require power for the safe operation of the vehicleand/or for operator and/or occupant safety.

The vehicle auxiliary battery can be utilized to provide electricalpower to vehicle drain/non-drain loads which can include any and/or allof the vehicle drain loads as well as any loads which can be, or whichcan include, any of the vehicle systems, equipment systems, devices, orcomponents, such as, but not limited to, the vehicle's power steeringsystem, the vehicle's power brakes system, the vehicle's tractioncontrol system, the vehicle's electronic stability control system, thevehicle's anti-lock brake system, the vehicle's safety systems, thevehicle's lights, the vehicle's power door locks or vehicle power doorlock systems, the vehicle's airbag systems, the vehicle's passengerrestraint systems, the vehicle's supplemental restraint systems, thevehicle's communication systems, and/or the vehicle's emergencycommunication systems, and/or any other load, or vehicle system,equipment system, device, or component.

Any of the vehicle drain/non-drain loads can be designed to operate onDC power in the event that the vehicle engine stops running, for anyreason.

The apparatus can be designed so that the vehicle auxiliary battery canprovide electrical power to any and/or all of the vehicledrain/non-drain loads which are connected to same in the event thevehicle engine stops running for any reason. In this regard, the vehicleauxiliary battery can provide power to any of the vehicle systems,equipment systems, devices, or components, in the event that the vehicleengine stops running for any reason.

The primary vehicle battery can also be utilized in order to provideelectrical power to the vehicle ignition system and to any number of, orany of, the vehicle non-drain loads. The primary vehicle battery canalso be utilized so as to provide electrical power only to the vehicleignition system.

The apparatus can also be utilized in such a way so that the primaryvehicle battery can provide power to the vehicle non-drain loads withoutproviding power to the vehicle ignition system. In this manner, with thevehicle ignition/On switch in the “switch open” state or position or inthe “OFF” state or position, and with the main cutoff switch in the“switch closed” state or position or the “ON” state or position, theprimary vehicle battery can provide power to the vehicle non-drain loadswithout providing power to the vehicle ignition system.

The apparatus of the present invention can be utilized in a same, asimilar, and/or an analogous, manner, as described herein, in and/orwith any application involving any type or kind or vehicles, premises,or articles, which utilize rechargeable batteries to provide electricalpower to any type or kind of system, equipment system, component, ordevice, of the respective vehicle, premises, or article, while alsoproviding electrical power to systems, equipment systems, components, ordevices, of the respective vehicle, premises, or article, which requireelectrical power at all times.

The apparatus and methods of the present invention can also be utilizedin electric vehicles, in all-electric vehicles, and in hybrid vehicles,of any and/or all types or kinds, so as to recharge the battery,batteries, or battery pack, of the respective electric vehicle,all-electric vehicle, or hybrid vehicle, in addition to providing anyand/or all of the other battery power management functions and/orfunctionalities described herein as being capable of being provided byapparatus and methods of the present invention. The apparatus andmethods of the present invention be utilized in, or in conjunction with,any type or kind of electric, all-electric, or hybrid, vehicles, landvehicles, automobiles, buses, trains, trucks, recreational vehicles,boats, marine vessels, submarines, aircraft, airplanes, jets,helicopters, drones, spacecraft, space shuttles, recreational vehicles,motorcycles, scooters, or any other type or kind of vehicle. Any of thevehicles described herein can be manned vehicles, unmanned vehicles,and/or remote-controlled vehicles.

The apparatus and methods of the present invention can be utilized with,or in conjunction with, any rotating component, or any moving component,of any motor, motor component, electric motor, or electric motorcomponent, transmission, transmission component, differential,differential component, axle, axle component, spindle, spindlecomponent, reduction gear, reducer (defined herein, for purposes of thispatent application, as a “type of transmission”), eaxle (defined herein,for purposes of this patent application, as a “vehicle electric drive orelectric propulsion system or solution which includes or contains anelectric motor, power electronics, and a transmission, for powering avehicle's axle”), in-wheel motor, in-wheel motor component, and/or awheel or wheel component, of any electric vehicle, any all-electricvehicle, or any hybrid vehicle, in order to drive a respectivealternator or alternators, or in order to drive any generator orgenerators, so as to generate or produce electricity so as to re-chargethe vehicle battery or vehicle batteries of the respective electricvehicle, all-electric vehicle, or hybrid vehicle.

The apparatus and/or the recharging mechanisms provided thereby can alsobe utilized along with remote control circuitry and/or remote controlcomponents which can be utilized in order to remotely open or toremotely close each of the main cutoff switch and the Power On switch,and/or to monitor or to control the battery power management functionsor functionalities of the apparatus and methods of the presentinvention.

The apparatus of the present invention can also be utilized along withany number of alternators and/or generators in order to recharge thevehicle battery and the vehicle auxiliary battery.

The apparatus and methods of the present invention can also be utilizedin, on, and/or in connection with, and/or in conjunction with, vehiclesof any kinds, types, or sizes, including, but not limited to, vehicleswhich require, or which may require, a driver, an operator, or a pilot,self-driving vehicles, autonomous vehicles, and/or remote-controlledvehicles, any of which vehicles can also be land vehicles, air vehicles,and/or sea vehicles or marine vehicles, of any kind, type, or size, andincluding, but not limited to, automobiles, cars, trucks, buses, trains,subway trains, aircraft, airplanes, jets, helicopters, drones,spacecraft, and/or satellites, and/or water vehicles or marine vehicles,boats, ships, submarines, and/or submersible vehicles, or any kind,type, or size.

In this regard, in a preferred embodiment, the apparatus and methods ofthe present invention can be utilized in, on, and/or in connection with,and/or in conjunction with, vehicles of any kinds, types, or sizes,including, but not limited to, vehicles which require, or which mayrequire, a driver, an operator, or a pilot, self-driving vehicles,autonomous vehicles, and/or remote-controlled vehicles. Further, theapparatus and methods of the present invention can also be utilized in,on, and/or in connection with, and/or in conjunction with, landvehicles, air vehicles, and/or sea vehicles or marine vehicles, of anykind, type, or size. Still further, the apparatus and methods of thepresent invention can also be utilized in, on, and/or in connectionwith, and/or in conjunction with, automobiles, cars, trucks, buses,trains, subway trains, aircraft, airplanes, jets, helicopters, drones,spacecraft, and/or satellites, and/or water vehicles or marine vehicles,boats, ships, submarines, and/or submersible vehicles, or any kind,type, or size.

BRIEF DESCRIPTION OF THE DRAWINGS

In the Drawings:

FIG. 1 illustrates a schematic diagram of a preferred embodiment of theapparatus of the present invention;

FIG. 2 illustrates another preferred embodiment of the apparatus of FIG.1 ;

FIG. 3 illustrates the apparatus of FIG. 1 showing the main cutoffswitch and the vehicle ignition switch both in the “switch open” stateor position or in the “OFF” state or position;

FIG. 4 illustrates the apparatus of FIG. 1 showing the main cutoffswitch in the “switch closed” state or position or the “ON” state orposition and showing the vehicle ignition/On switch in the “switch open”state or position or in the “OFF” state or position;

FIG. 5 illustrates the apparatus of FIG. 1 showing both the main cutoffswitch and the vehicle ignition/On switch in the “switch closed” stateor position or in the “ON” state or position;

FIG. 6 illustrates another preferred embodiment of the apparatus of FIG.1 ;

FIG. 7 illustrates still another preferred embodiment of the apparatusof FIG. 1 ;

FIG. 8 illustrates yet another preferred embodiment of the apparatus ofFIG. 1 ;

FIGS. 9A, 9B, and 9C illustrate another preferred embodiment of theapparatus of the present invention;

FIGS. 10A and 10B illustrate preferred embodiment mechanism forrecharging the vehicle battery and the vehicle auxiliary battery of anelectric vehicle, an all-electric vehicle, and/or a hybrid vehicle;

FIG. 11 illustrates another preferred embodiment of the apparatus of thepresent invention;

FIG. 12 illustrates still another preferred embodiment of the apparatusof the present invention; and

FIG. 13 illustrates yet another preferred embodiment of the apparatus ofthe present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention pertains to a battery power management apparatusand method and, in particular, to a battery power management apparatusand method which can conserve battery power and/or battery charge levelfor electrical systems and/or components which do not require power whena vehicle, a premises, or an article, is not operating or not in use,while providing power to and/or for electrical systems and/or componentswhich require power when the vehicle, the premises, or the article, isnot operating or not in use, or which otherwise needs to be providedwith power when a power source and/or a recharging source ceases tooperate, is non-operational, or is turned off, and/or the presentinvention pertains to a battery power management apparatus and methodwhich can be utilized to generate electric power so as to recharge abattery or batteries of an electric vehicle or a hybrid vehicle, of anytype or kind, while the electric vehicle or the hybrid is in use oroperating, as well as which can be utilized to conserve battery powerand/or battery charge level for an electric vehicle or a hybrid vehicle,of any type or kind, as well as for any electrical systems and/orcomponents of the same, which do not require power when the electricvehicle or the hybrid vehicle is not operating or not in use, whileproviding power to and/or for electrical systems and/or components whichrequire power when the electric vehicle or the hybrid vehicle is notoperating or not in use, or which otherwise need to be provided withpower when a power source and/or a battery recharging source ceases tooperate or is not operational.

The apparatus and method of the present invention can be utilized in anynumber of a wide variety of applications, including but not limited to,applications in, or in connection with, motor vehicles, automobiles,trucks, mass transportation vehicles, buses, school buses, trains,subway trains, aircraft, airplanes, jets, gliders, hot air balloons,spacecraft, space shuttles, satellites, boats, marine vehicles, marinevessels, submarines, motorcycles, motor scooters, recreational vehicles(RVs) of any type or kind, mobile homes, jet skis, equipment of any kindor type, or any other vehicle (hereinafter referred to as a “vehicle” or“vehicles”), or in applications in, or in connection with, premises,residential premises, commercial premises, buildings, structures, land,or any land and/or structure of any type or kind (hereinafter referredto as a “premises” or “premises”), or in applications in, with, or inconnection with, any article or device (hereinafter “article” or“articles”) which utilizes a battery or a DC power source and which isalso equipped for, adapted for, or capable of, recharging that batteryor DC power source. The apparatus and method of the present inventioncan be utilized in connection with gasoline-powered vehicles,diesel-powered vehicles, or any other fuel-powered vehicles, combustionengine powered vehicles, electric-powered vehicles, hybrid-poweredvehicles, or any other types or kinds of vehicles.

The apparatus and method of the present invention can also provide aapparatus and method for remotely controlling, monitoring, and/orsecuring the battery power management apparatus of the presentinvention.

Applicant hereby incorporates by reference herein the subject matter andteachings of U.S. Provisional Patent Application Ser. No. 63/149,530,filed Feb. 15, 2021, and entitled “BATTERY POWER MANAGEMENT APPARATUSAND METHOD”, the subject matter and teachings of which are herebyincorporated by reference herein in their entirety.

Applicant hereby incorporates by reference herein the subject matter andteachings of U.S. patent application Ser. No. 14/705,996, filed May 7,2015, and entitled “BATTERY POWER MANAGEMENT APPARATUS AND METHOD”, thesubject matter and teachings of which are hereby incorporated byreference herein in their entirety.

Applicant hereby incorporates by reference herein the subject matter andteachings of U.S. Provisional Patent Application Ser. No. 62/025,445,filed Jul. 16, 2014, and entitled “BATTERY POWER MANAGEMENT APPARATUSAND METHOD”, the subject matter and teachings of which are herebyincorporated by reference herein in their entirety. Applicant alsohereby incorporates by reference herein the subject matter and teachingsof U.S. Provisional Patent Application Ser. No. 62/018,687, filed Jun.30, 2014, and entitled “BATTERY POWER MANAGEMENT APPARATUS AND METHOD”,the subject matter and teachings of which are hereby incorporated byreference herein in their entirety.

FIG. 1 illustrates a schematic diagram of a preferred embodiment of theapparatus of the present invention which is designated generally by thereference numeral 100. In a preferred embodiment, the apparatus 100 isillustrated and described as being utilized in, on, or in connectionwith, a motor vehicle such as, but not limited to, a car, an automobile,or a truck. Although the apparatus 100 of FIG. 1 is illustrated anddescribed as being utilized in, on, or in connection with, a motorvehicle, it is to be understood that the apparatus 100 of the presentinvention can also be utilized in, on, or in connection with, or can beadapted for and utilized in, on, or in connection with, any of theherein-identified and/or herein-defined vehicles, premises, or articles.

With reference to FIG. 1 , the apparatus 100, in a preferred embodiment,includes a primary vehicle battery 10 which can be connected to or with,or which is connectable to and/or with, the vehicle ignition system aswell as any other vehicle electrical system or device or vehicleelectronic system or device of the vehicle and which does not drawelectrical power or current when the vehicle or the vehicle ignitionsystem is not in use (hereafter collectively referred to as “non-drainloads 30”). In a preferred embodiment, the primary vehicle battery 10can be any battery or DC power source which is suitable for use in, on,or in connection with, the particular vehicle. For example, if thevehicle is an automobile, the primary vehicle battery 10 can be any 12Volt battery typically utilized as an automobile battery.

With reference once again to FIG. 1 , the primary vehicle battery 10 canbe electrically connected with, or coupled to, the vehicle ignitionsystem 20 in any appropriate circuit configuration, such as, but notlimited to, a parallel connection or a series connection, or anycombination of same, and to any number of any of the other non-drainloads in, on, or of, the vehicle, which are collectively designated bythe reference numeral 30 in any appropriate circuit configuration, suchas, but not limited to, a parallel connection or a series connection.The vehicle non-drain loads 30 can be any electrical circuit, system,equipment system, device, or component, which requires electrical powerwhen the vehicle, or any electrical circuit, system, equipment system,device, or component, is in use or is being operated.

In a preferred embodiment, the apparatus 100 and the circuitry of thevehicle can be designed and implemented so that the vehicle ignitionsystem 20 and all of the vehicle non-drain loads 30, and any associatedor corresponding vehicle systems, equipment systems, components, anddevices, are to be provided with electrical power from the primaryvehicle battery 10.

With reference once again to FIG. 1 , the apparatus 100 also includes amain cutoff switch 40 which is connected in series with the primaryvehicle battery, as shown. In a preferred embodiment, the main cutoffswitch 40 serves to disconnect the primary vehicle battery 10 from allvehicle circuits and/or devices including, but not limited to, thevehicle ignition system 20 and the vehicle non-drain loads 30. In thisregard, the cutoff switch 40 can be utilized to completely andelectrically disconnect the primary vehicle battery 10 from any and allloads in, on, or connected with, the vehicle.

In a preferred embodiment, the main cutoff switch 40 can be a manualswitch which can be placed at any suitable or convenient location in oron the vehicle and/or the main cutoff switch 40 can also be a remotelycontrolled switch, such as those typically utilized in connection withremote controlled vehicle starters or remote controlled vehicle ignitionsystems. In this regard, in a preferred embodiment, a remote controldevice can be utilized to transmit, via a transmitter, a radio frequency(RF) signal, an infrared (IR) signal, or any other suitable signal, orcommunication transmission, which can be received by a correspondingreceiver in, on, or at the vehicle, which can be processed by a receiveror any other appropriate controller, control device, computer, or otherdevice, which can cause the main cutoff switch 40 to close in order toremotely enable the vehicle to be utilized, or the can cause the maincutoff switch to open so as to disable vehicle operation. In FIG. 1 ,the main cutoff switch 40 is shown in the “switch open” or “OFF” stateor position.

With reference once again to FIG. 1 , the apparatus 100 also includes avehicle ignition/On switch 50, which is connected in series with theprimary vehicle battery 10, as shown, and which can be utilized toelectrically connect or electrically disconnect the primary vehiclebattery 10 to or from each of to the vehicle ignition system 20 and/orto or from each of any number of the non-drain loads 30. The vehicleignition/On switch 50 can also be utilized to selectively activate thevehicle ignition system 20 in order to start the vehicle engine and/orto activate, and/or to enable an activation of, any one or more of anyof the vehicles systems, equipment systems, devices, or components,and/or any vehicle non-drain loads 30, of the vehicle and/or toactivate, and/or to enable the activation of, any one or more of theelectrical circuits, systems, equipment systems, devices, or components,and/or any vehicle non-drain loads 30, of the vehicle which requireelectrical power for use or operation.

In a preferred embodiment, the vehicle ignition/On switch 50 can be amanual switch, such as those which are typically utilized in connectionwith a vehicle key and/or the vehicle ignition/On switch 50 can also bea remotely controlled switch, such as those typically utilized inconnection with remote controlled vehicle starters or remote controlledvehicle ignition systems. In this regard in a preferred embodiment, aremote control device can be utilized to transmit, via a transmitter, aradio frequency (RF) signal, an infrared (IR) signal, or any othersuitable signal, or communication transmission, which can be received bya corresponding receiver in, on, or at the vehicle, which can beprocessed by the receiver or any other appropriate controller, controldevice, computer, or other device, which can cause the vehicleignition/On switch 50 to close in order to remotely start the vehicle'sengine or can, in and under appropriate and safe circumstances, suchwhen the vehicle engine is off, cause the vehicle ignition/On switch 50to open so as to disable vehicle operation or vehicle engine operation.In FIG. 1 , the vehicle ignition/On switch 50 is shown in the “switchopen” or “OFF” state or position.

With reference once again to FIG. 1 , the apparatus 100, in a preferredembodiment, also includes, a vehicle auxiliary battery 60, as shown. Ina preferred embodiment, the vehicle auxiliary battery 60 can be the sameas, or can be of the same type or kind of battery or DC power source asthe primary vehicle battery 10. In a preferred embodiment, both of theprimary vehicle battery 10 and the vehicle auxiliary battery 60 can be12 volt automobile batteries, in the case where the vehicle is anautomobile, which can have similar, if not identical, specifications andwhich can be recharged from, by, with, or using, the same electricalvehicle alternator described herein. The vehicle auxiliary battery 60 isconnected in series or in parallel with each of all of the vehicledevices, equipment, equipment systems, or components, which typicallydrain current from a vehicle battery when the vehicle or the vehicleignition system is not in operation or “off” (hereinafter collectivelyreferred to as the “drain loads 70”).

In a preferred embodiment, the drain loads 70 can include, for example,but are not limited to, the vehicle command computer or commandcomputers, any computers or devices which require to be electricallypowered at all times, the vehicle anti-theft system or vehicletheft-deterrent system which require to be electrically powered at alltimes, the remote power door locking/unlocking system and any receiversand/or computers or processing devices associated with same whichrequire electrical power at all times, the vehicle remote starter systemand any receivers and/or computers or processing devices associated withsame which require electrical power at all times, the vehicle radioclock, the vehicle radio memory system, any computers or devices havingor utilizing memory or any other processing capabilities which requirepower at all times, any gauges or associated coils which require atleast some electrical power at all times to remain properly functional,and any other vehicle systems, equipment systems, components, ordevices, which require electrical power at all times. In this regard,the drain loads 70 can include, but are not limited to, a vehicleanti-theft system, a vehicle radio memory storage system or device, aradio clock, any command computer or command computers, remote dooropening systems, or devices, remote control systems or devices, or anyother systems, equipment systems, devices, or components, which areknown to drain electrical power at all times and which can drain avehicle battery of current and deplete its charge or charge level when avehicle is typically not in use or is not operating.

In a preferred embodiment, the apparatus 100 and the circuitry of thevehicle can be designed and implemented so that the vehicle drain loads70 and any associated or corresponding vehicle systems, equipmentsystems, components, and devices, are to be provided with electricalpower from the vehicle auxiliary battery 60.

With reference once again to FIG. 1 , the apparatus 100 can also beconnected to or with the vehicle alternator 80, which alternator istypically equipped to, and also used in order to, perform a number offunctions including, but not limited to, recharging the battery of avehicle, and which can be utilized in the apparatus 100 of the presentinvention in order to continuously re-charge each of the primary vehiclebattery 10 and the vehicle auxiliary battery 60 of the apparatus 100 ofthe present invention. In a preferred embodiment, a single vehiclealternator 80 can be used to recharge both the primary vehicle battery10 and the vehicle auxiliary battery 60. In another preferredembodiment, two alternators can also be utilized so that one alternator80 can be utilized to charge the primary vehicle battery 10 and so thatthe other alternator 80 can be utilized to charge the vehicle auxiliarybattery 60. In a preferred embodiment, any pertinent circuits,components, or devices, of the alternator 80 can be connected betweeneach respective electrical circuit or connector(s) associated with therecharging of each of the primary vehicle battery 10 and the vehicleauxiliary battery 60 and a vehicle ground 90 as needed or desired. In apreferred embodiment, the apparatus 100 can also be connected to thevehicle ground 90 as needed or desired.

In a preferred embodiment in which two alternators 80 are employed, oneof the alternators can be dedicated for performing all of the functionsof a typical vehicle alternator as well as, and including, rechargingthe primary vehicle battery 10 and providing electrical power to thevehicle ignition system 20, the vehicle non-drain loads 30, or anyelectrical circuit, system, equipment system, device, or component, ofthe vehicle which requires electrical power when the vehicle, or anyelectrical circuit, system, equipment system, device, or component, isin use or is being operated, while the second alternator can bededicated for recharging the vehicle auxiliary battery 60 and, if neededor desired, for performing any other functions such as providingelectrical power to any of the drain loads 70 of the vehicle. In anembodiment in which two alternators 80 are utilized, the firstalternator 80 can be connected to vehicle ground 90 and to each of thevarious vehicle electrical circuits needed for providing any neededelectrical power to the various electrical circuits, systems, equipmentsystems, devices, or components, of, in, on, or associated with, thevehicle and for recharging the primary vehicle battery 10, while thesecond alternator 80 can be connected to vehicle ground 90 and to anyvehicle electrical circuit(s) needed for recharging the vehicleauxiliary battery 60 as well as to any other electrical circuit(s) forwhich the second alternator 80 is being utilized to supply electricalpower.

FIG. 2 illustrates another preferred embodiment of the apparatus 100 ofFIG. 1 . With reference to FIG. 2 , the apparatus 100 includes all ofthe components of the apparatus 100 of FIG. 1 along with the addition ofremote control circuitry and/or remote control components which can beutilized in order to remotely open or to remotely close each of the maincutoff switch 40 and the vehicle ignition/On switch 50.

With reference to FIG. 2 , the apparatus 100 can include a transmitter42, which can be any type or kind of remote control transmitter foropening or closing the circuit controlled by the main cutoff switch 40and which, in a preferred embodiment, can be integrated into and/or witha vehicle remote control device, a key chain, or a key fob, or any otherdevice, a receiver 44 located at, in, or on, the vehicle, for receivinga signal, signals, or sequence of signals, transmitted from thetransmitter 42 and indicative of a main shutoff switch opening operationor a main cutoff switch closing operation, a controller 46 forprocessing any signal, signals, or sequence of signals, received by thereceiver 44, and an electronically activated switching device 48 whichcan located in parallel with the main cutoff switch 40, which can serveto close or open the circuit controlled by the main cutoff switch 40. Ina preferred embodiment, the electronically activated switching device 48can be placed in parallel with the main cutoff switch 40 so that it cansimply bypass the main cutoff switch 40 in a preferred embodiment.

With reference once again to FIG. 2 , the apparatus 100 can include atransmitter 52, which can be any type or kind of remote controltransmitter for opening or closing the circuit controlled by the vehicleignition/On switch 50 and which, in a preferred embodiment, can also beintegrated into and/or with a vehicle remote control device, a keychain, or a key fob, or any other device, a receiver 54 located at, in,or on, the vehicle, for receiving a signal, signals, or sequence ofsignals, transmitted from the transmitter 52 and indicative or a vehicleignition switch opening operation or a vehicle ignition switch closingoperation, a controller 56 for processing any signal, signals, orsequence of signals, received by the receiver 54, and an electronicallyactivated switching device 58 which can located in parallel with thevehicle ignition/On switch 50, which can serve to close or open thecircuit controlled by the vehicle ignition/On switch 50. In a preferredembodiment, the electronically activated switching device 58 can beplaced in parallel with the vehicle ignition/On switch 50 so that it cansimply bypass the vehicle ignition/On switch 50 in a preferredembodiment.

In a preferred embodiment, the transmitter 42 and/or the transmitter 52can also be implemented by, replaced by, or used in conjunction with, acentral processing computer or an Internet server 200 (hereinafter“central processing computer 200”), which can be associated with a website. In another preferred embodiment, any authorized user or authorizedperson can utilize any suitable communication device 250, which, in apreferred embodiment, can be a personal computer, a tablet, a tabletcomputer, a laptop computer, a notebook computer, a cellular telephone,a wireless telephone, a personal digital assistant, or any othersuitable device, in order transmit any respective signal, signals, orsequence of signals, to the respective receiver 44 and/or to therespective receiver 54 via the central processing computer 200 on, over,or via, the Internet and/or the World Wide Web, and/or on or over anyother communication network(s), wireless communication network(s), orany combination of same. In this regard, in a preferred embodiment, anyauthorized user or authorized person can use or control the apparatus100 of the present invention on, over, or via, the Internet and/or theWorld Wide Web and/or any other communication network(s), wirelesscommunication network(s), or any combination of same.

The apparatus 100 of the present invention can be utilized in order toprovide and to perform battery power management in and for any of theherein-described vehicles, premises, or articles, by providing, and/orby allowing for, the electrical powering of any electrical devices whichtypically require electrical power at all times and/or when therespective vehicle, premises, or article, is not operating and/or not inuse, while, at the same time, conserving the power of the main batteryof the vehicle, the premises, or the article, which is needed toactivate and operate the vehicle, the premises, or the article, whensame is desired to be used and/or in use. In a preferred embodiment, theuse and operation of the apparatus 100 of the present invention can bedescribed and illustrated in connection with use in a vehicle, such asan automobile. Although described and illustrated as being used andoperated in connection with an automobile, it is important to note thatthe apparatus 100 can be utilized in, with, or in conjunction with, anyvehicle, premises, or article.

FIG. 3 illustrates the apparatus 100 of FIG. 1 showing the main cutoffswitch 40 and the vehicle ignition switch 50 both in the “switch open”state or position or in the “OFF” state or position. In the embodimentof FIG. 3 , which is indicative of the vehicle not being in use, theprimary vehicle battery is completely disconnected from the vehicleignition system 20 and the vehicle non-drain loads 30, which vehiclenon-drain loads 30 can be any electrical circuit, system, equipmentsystem, device, or component, which requires electrical power when thevehicle, or any electrical circuit, system, equipment system, device, orcomponent, is in use or is being operated. When the primary vehiclebattery 10 is completely disconnected from the vehicle ignition system20 and the vehicle non-drain loads 30, as shown in FIG. 3 , theelectrical power and/or the charge level of the primary vehicle battery10 is conserved for later use. The apparatus 100, when utilized as shownin FIG. 3 , provides the advantage that no electrical power is drainedfrom the primary vehicle battery 10 when the vehicle is not operating ornot in use, thereby conserving the charge level and the electrical powerof the primary vehicle battery 10 for later use.

The apparatus 100, when utilized as shown in FIG. 3 , can also functionas a vehicle anti-theft device for the vehicle as no electrical powercan be provided to the vehicle ignition system 20 when the main cutoffswitch is in the “switch open” or “OFF” state or position. Even if onewere to gain access to a vehicle key or otherwise attempt to bypass thevehicle ignition/On switch 50, the primary vehicle battery 10 willremain disconnected from the vehicle ignition system 20 and from thevehicle non-drain loads 30 when the main cutoff switch is in the “switchopen” or “OFF” state or position. In this manner, the apparatus 100 ofthe present invention can also be utilized as a vehicle anti-theftsystem or device.

With reference once again to FIG. 3 , the vehicle auxiliary battery 60provides electrical power to any and/or all of the drain loads 70 whichtypically draw electrical power at all times and/or when the vehicle isin use, or operating, as well as when the vehicle is not in use or notoperating. As noted above, the drain loads 70 can include, for example,but are not limited to, the vehicle command computer or commandcomputers, any computers or devices which require to be electricallypowered at all times, the vehicle anti-theft system or vehicletheft-deterrent system which require to be electrically powered at alltimes, the remote power door locking/unlocking system and any receiversand/or computers or processing devices associated with same whichrequire electrical power at all times, the vehicle remote starter systemand any receivers and/or computers or processing devices associated withsame which require electrical power at all times, the vehicle radioclock, the vehicle radio memory system, any computers or devices havingor utilizing memory or any other processing capabilities which requirepower at all times, any gauges or associated coils which require atleast some electrical power at all times to remain properly functional,and any other vehicle systems, equipment systems, components, ordevices, which require electrical power at all times.

In this regard, when used as shown in FIG. 3 , the apparatus 100 canserve to provide electrical power to the drain loads 70 from the vehicleauxiliary battery 60 while conserving the charge level and electricalpower capacity of the primary vehicle battery 10. As noted above, theapparatus 100 of FIG. 3 also serves an anti-theft function and/or atheft-deterrence function for the vehicle as the primary vehicle battery10 is, and remains, completely disconnected from the vehicle ignitionsystem 20 in the embodiment of FIG. 3 when the main cutoff switch is inthe “switch open” state or position or in the “OFF” state or position.

The embodiment of FIG. 3 also illustrates an exemplary embodimentwherein the apparatus 100 can be utilized to provide security against atheft or an unauthorized use of the vehicle simply by the main cutoffswitch 40 being maintained in the “switch open” or “OFF” state orposition.

FIG. 4 illustrates the apparatus 100 of FIG. 1 showing the main cutoffswitch 40 in the “switch closed” state or position or the “ON” state orposition and showing the vehicle ignition/On switch 50 in the “switchopen” state or position or in the “OFF” state or position. When the maincutoff switch 40 is in the “switch closed” state or position or the “ON”state or position, the primary vehicle battery 10 is capable ofproviding electrical power to the vehicle ignition system 20 and to anyof the vehicle non-drain loads 30 described herein, and/or to any of thevehicle's systems, equipment systems, components, or devices, which canbe powered by the primary vehicle battery 10, upon, and/or subject to,the closing of the vehicle ignition/On switch 50.

FIG. 5 illustrates the apparatus 100 of FIG. 1 showing both the maincutoff switch 40 and the vehicle ignition/On switch 50 in the “switchclosed” state or position or in the “ON” state or position. Withreference to FIG. 5 , with the main cutoff switch 40 being closed or inthe “ON” position, an operator can start the vehicle's engine by closingthe vehicle ignition/On switch 50. Once the vehicle engine is running,the primary vehicle battery 10 can provide electrical power to or forthe vehicle ignition system 20 as well as to or for to any of thevehicle non-drain loads 30 described herein, and/or to any of thevehicle's systems, equipment systems, components, or devices.

During vehicle engine operation, the alternator 80 or alternators 80, ifmore than one alternator is utilized, and/or any respective component(s)of the alternator 80 or alternators 80, will be driven by the vehicleengine in order to generate electrical power which can include both analternating current (AC) power and a direct current (DC) power. If asingle alternator 80 is utilized, then the alternator 80 will re-chargeboth the primary vehicle battery 10 and the vehicle auxiliary battery 60during vehicle engine operation and will also provide electrical powerto or for any of the vehicle non-drain loads 30 or drain loads 70described herein, and/or to any of the vehicle's systems, equipmentsystems, components, or devices. If two alternators are utilized, thenone alternator 80 can be connected to, and can re-charge, the primaryvehicle battery 10, and can provide AC and/or DC power to any of thevehicle non-drain loads 30 described herein, and/or to any of thevehicle's systems, equipment systems, components, or devices, while theother alternator 80 can be connected to, and can re-charge, the vehicleauxiliary battery 60, and can provide AC and/or DC power to any of thevehicle's drain loads 70. In this regard, both the primary vehiclebattery 10 and the vehicle auxiliary battery 60 can be re-charged duringvehicle engine operation.

In a preferred embodiment, the apparatus 100 provides the vehicleauxiliary battery 60 which can provide any and/or all of the vehicledrain loads 70 with electrical power when the vehicle engine is off ornot running, while preserving and/or conserving the battery charge levelof the primary vehicle battery 10 which can be completely disconnectedfrom any electrical power or current drain loads, from the vehicleignition system, and/or from any of the vehicle non-drain loads 30described herein, and/or from any of the vehicle's system, equipmentsystems, components, or devices. The apparatus 100 provides a primaryvehicle battery 10 which can be completely disconnected from any load,from the vehicle ignition system 20, from any of the vehicle non-drainloads 30 described herein, and/or to any of the vehicle's system,equipment systems, components, or devices, and/or from any of thevehicle drain loads 70, when the vehicle engine is not running, therebymaintaining a maximum charge level for the primary vehicle battery 10.Even if the charge level of the vehicle auxiliary battery 60 shouldbecome depleted during a period of non-use of the vehicle engine, theprimary vehicle battery 10 can always have a sufficient charge level tostart the vehicle engine and the respective vehicle alternator(s) 80 canre-charge the vehicle auxiliary battery 60 as well as can re-charge theprimary vehicle battery 10.

Use of the apparatus 100 of the present invention can be optimized ifthe main cutoff switch 40 is opened, and, therefore, placed in the“switch open” state or position or in the “OFF” state or position,immediately after the vehicle engine is turned off and thereby returnedto the “switch closed” state or position or the “ON” state or positionjust prior to attempting to start the vehicle engine or just prior tootherwise turning the vehicle, or any vehicle system, equipment system,component, or device, “ON”, by closing the vehicle ignition/On switch50, such as by switching the vehicle ignition/On switch 50 to the“switch closed” state or position or to the “ON” state or position, orby otherwise simply turning and ignition key or pushing an ignitionbutton or switch. In this regard, the primary vehicle battery 10 can be“connected” when use of the vehicle, the vehicle engine, or any vehiclesystem, equipment system, component, or device powered by the primaryvehicle battery, is desired, and the primary battery 10 can be“disconnected” when use of the vehicle, the vehicle engine, or anyvehicle system, equipment system, component, or device, which is poweredby the primary vehicle battery 10, has ceased and/or is no longerdesired. Substantial anti-theft advantages are also realized by theapparatus 100 of the present invention as the vehicle engine will not becapable of being activated or started with the primary vehicle battery10 being disconnected from the vehicle ignition system 20.

In the manner described herein, the apparatus 100 of the presentinvention provides a novel battery power management apparatus and methodwhich can be utilized in order to provide an apparatus 100 or systemwhich can be utilized to ensure that a charge level of a primary vehiclebattery 10 can always be maintained, while allowing for sufficientelectrical power to be provided to vehicle systems, equipment systems,components, or devices, which require and which continue to drawelectrical power when the vehicle's engine is not running. In thisregard, by using the apparatus 100 of the present invention, one canensure that drain loads 70 or short circuits will not cause a primaryvehicle battery 10 to discharge or to be depleted of its charge and/or“go dead” while also ensuring that any and/or all vehicle systems,equipment systems, components, or devices, which require electricalpower at all times and/or when the vehicle engine is not running areprovided with the electrical power needed to ensure their properoperation.

In another preferred embodiment, the vehicle auxiliary battery 60 can beutilized to provide electrical power to the circuit portion of theapparatus 100 which is connected to the primary vehicle battery 10 whilethe primary vehicle battery 10 can be utilized to provide electricalpower to the circuit portion of the apparatus 100 which is connected tothe vehicle auxiliary battery 60. FIG. 6 illustrates another preferredembodiment of the apparatus 100 of FIG. 1 . In the embodiment of FIG. 6, the apparatus 100 can also include a voltage stabilizing load orresistor 95 (hereinafter “resistor 95” or “load 95”) which can beutilized and which can be inserted between the circuit portion of theapparatus 100 which is powered by the primary vehicle battery 10 and thecircuit portion of the apparatus 100 which is powered by the vehicleauxiliary battery 60 in order to connect the two circuit portionstogether. The resistor 95 can be connected in between the positive sidesof each of the primary vehicle battery 10 and the vehicle auxiliarybattery 60, as shown in FIG. 6 .

With the use of the resistor 95, electrical power can be provided fromthe vehicle auxiliary battery 60 to the vehicle ignition system 20 andto the vehicle non-drain loads 30, if desired, when the vehicleignition/On switch 50 is in the “switch closed” state or position or inthe “ON” state or position, whether or not the main cutoff switch 40 isin the “switch closed” or “ON” state or position or in the “switch open”or “OFF” state or position. When the main cutoff switch 40 is in the“switch closed” state or position or in the “ON” state or position,electrical power can also be provided from the primary vehicle battery10 to the vehicle drain loads 70, if desired. The resistor 95 serves toconnect the two circuit portions together while providing a stabilizingvoltage drop across same in the event that the respective voltages ofthe primary vehicle battery 10 and the vehicle auxiliary battery 60 arenot equal.

In another preferred embodiment, the apparatus 100 and method of thepresent invention can also be utilized in order to provide power to anyvehicle systems, equipment systems, devices, or components, in the eventthat the vehicle engine stops running, for any reason, which can resultin the loss of the power being provided to any vehicle systems, vehicleequipment systems, devices, or components, which require power for thesafe operation of the vehicle and/or for operator and/or occupantsafety.

FIG. 7 illustrates another preferred embodiment of the apparatus 100 ofFIG. 1 . In FIG. 7 , the vehicle auxiliary battery 60 provideselectrical power to the vehicle drain/non-drain loads 75. In a preferredembodiment, the vehicle drain/non-drain loads 75 include any and/or allof the vehicle drain loads 70 as well as any loads which can be, orwhich can include any of the vehicle systems, equipment systems,devices, or components, such as, but not limited to, the vehicle's powersteering system, the vehicle's power brakes system, the vehicle'straction control system, the vehicle's electronic stability controlsystem, the vehicle's anti-lock brake system, the vehicle's safetysystems, the vehicle's lights, the vehicle's power door locks or vehiclepower door lock systems, the vehicle's airbag systems, the vehicle'spassenger restraint systems, the vehicle's supplemental restraintsystems, the vehicle's communication systems, and/or the vehicle'semergency communication systems, and/or any other load, or vehiclesystem, equipment system, device, or component. In a preferredembodiment, any of the vehicle drain/non-drain loads 75 can be designedto operate on DC power in the event that the vehicle engine stopsrunning, for any reason.

With reference to FIG. 7 , the apparatus 100 is designed so that thevehicle auxiliary battery 60 can provide electrical power to any and/orall of the vehicle drain/non-drain loads 75 which are connected to samein the event the vehicle engine stops running for any reason. In thisregard, the vehicle auxiliary battery 60 can provide power to any of theloads, vehicle systems, equipment systems, devices, or components, inthe event that the vehicle engine stops running for any reason.

In another preferred embodiment, the primary vehicle battery 10 can beutilized in order to provide electrical power to the vehicle ignitionsystem 20 and to any number of, or any of, the vehicle non-drain loads30. In yet another preferred embodiment, the primary vehicle battery 10can also be utilized so as to provide electrical power only to thevehicle ignition system 20.

In another preferred embodiment, the apparatus 100 can also be utilizedin such a way so that the primary vehicle battery 10 can provide powerto the vehicle non-drain loads 30 without providing power to the vehicleignition system 20. FIG. 8 illustrates another preferred embodiment ofthe apparatus 100 of FIG. 1 . With reference to FIG. 8 , the vehicleignition/On switch 50 is situated at the location shown. In this manner,with the vehicle ignition/On switch 50 in the “switch open” state orposition or in the “OFF” state or position, and with the main cutoffswitch in the “switch closed” state or position or in the “ON” state orposition, the primary vehicle battery 10 can provide power to thevehicle non-drain loads 30 without providing power to the vehicleignition system 20.

The apparatus 100 of the present invention can be utilized in a same, asimilar, and/or an analogous, manner, as described herein, in and/orwith any application involving any type or kind or vehicles, premises,or articles, which utilize rechargeable batteries to provide electricalpower to any type or kind of system, equipment system, component, ordevice, of the respective vehicle, premises, or article, while alsoproviding electrical power to systems, equipment systems, components, ordevices, of the respective vehicle, premises, or article, which requireelectrical power at all times.

In another preferred embodiment, as well as in any and/or all of theother embodiments described herein, the apparatus and methods of thepresent invention can also be utilized in electric vehicles, inall-electric vehicles, and in hybrid vehicles, of any and/or all typesor kinds, so as to recharge the battery, batteries, or battery pack, ofthe respective electric vehicle, all-electric vehicle, or hybridvehicle, in addition to providing any and/or all of the other batterypower management functions and/or functionalities described herein asbeing capable of being provided by apparatus and methods of the presentinvention. In a preferred embodiment, the apparatus and methods of thepresent invention be utilized in, or in conjunction with, any type orkind of electric, all-electric, or hybrid, vehicles, land vehicles,automobiles, buses, trains, trucks, recreational vehicles, boats, marinevessels, submarines, aircraft, airplanes, jets, helicopters, drones,spacecraft, space shuttles, recreational vehicles, motorcycles,scooters, or any other type or kind of vehicle. In a preferredembodiment, any of the vehicles described herein can be manned vehicles,unmanned vehicles, and/or remote-controlled vehicles.

In a preferred embodiment, the apparatus and methods of the presentinvention can be utilized with, or in conjunction with, any rotatingcomponent, or any moving component, of any motor, motor component,electric motor, or electric motor component, transmission, transmissioncomponent, differential, differential component, axle, axle component,spindle, spindle component, reduction gear, reducer (defined herein, forpurposes of this patent application, as a “type of transmission”), eaxle(defined herein, for purposes of this patent application, as a “vehicleelectric drive or electric propulsion system or solution which includesor contains an electric motor, power electronics, and a transmission,for powering a vehicle's axle”), in-wheel motor, in-wheel motorcomponent, and/or a wheel or wheel component, of any electric vehicle,any all-electric vehicle, or any hybrid vehicle, in order to drive arespective alternator or alternators, or in order to drive any generatoror generators, so as to generate or produce electricity so as tore-charge the vehicle battery or vehicle batteries of the respectiveelectric vehicle, all-electric vehicle, or hybrid vehicle.

FIGS. 9A, 9B, and 9C illustrate another preferred embodiment of thepresent invention which can be utilized in, on, with, or in conjunctionwith, an electric vehicle, an all-electric vehicle, or a hybrid vehicle,so as to recharge the battery or batteries of the same and/or as well asto provide any of the herein-described battery power managementfunctions or functionalities described herein. The apparatus of FIGS.9A, 9B, and 9C is designated by the reference number 300. In a preferredembodiment of FIGS. 9A, 9B, and 9C, the apparatus can be utilized in,on, with, or in conjunction with, any electric vehicle, all-electricvehicle, or hybrid vehicle, of any type or kind, described herein and/orotherwise. With reference to FIGS. 9A, 9B, and 9C, the apparatus 300includes and electric vehicle motor or propulsion system or hybridvehicle motor or propulsion system 120 (hereinafter referred to as“electric vehicle motor/propulsion system 120”).

In a preferred embodiment, the apparatus 300 of FIGS. 9A, 9B, and 9C,with the exception of the vehicle ignition system 20 of the apparatus100 of FIG. 7 , which is replaced with the electric vehiclemotor/propulsion system 120, includes all of the components of theapparatus 100 of FIG. 1 . In this regard, the apparatus 300 of FIGS. 9A,9B, and 9C includes vehicle battery 10, switch 40, Power On switch 51(which Power On switch 51 serves an electric vehicle, all-electricvehicle, or hybrid vehicle, equivalent of, or counterpart to, a vehicleignition/On switch 50), vehicle auxiliary battery 60, vehicle non-drainloads 30, vehicle drain/non-drain loads 75, alternator(s) 80, vehicleground 90, and electric vehicle motor/propulsion system 120, connectedand/or configured as show in each of FIGS. 9A, 9B, and 9C.

In a preferred embodiment, the electric vehicle motor/propulsion system120 can include a vehicle electric motor or any number of vehicleelectric motors, which can be used to propel or power vehicle movementor propulsion, and/or can include any combination of a vehicle electricmotor or vehicle electric motors, or an in-wheel motor or in-wheelmotors, and/or a transmission, a differential, an axle, a spindle, areduction gear, a reducer (defined herein, for purposes of this patentapplication, as a “type of transmission”), an eaxle (defined herein, forpurposes of this patent application, as a “vehicle electric drive orelectric propulsion system or solution which includes or contains anelectric motor, power electronics, and a transmission, for powering avehicle's axle”), and/or a wheel, of any electric vehicle, anyall-electric vehicle, or any hybrid vehicle, which can be used to power,to propel, or to facilitate the propulsion or movement of the respectiveelectric vehicle, all-electric vehicle, or hybrid vehicle.

With reference to the FIG. 9A, the apparatus 300 is shown andillustrated with each of switch 40 and Power On switch 51 in the “OPEN”or “OFF” positions, wherein the vehicle battery 10 is disconnected from,and not capable of providing electricity to, the electric vehiclemotor/propulsion system 120 and to the vehicle non-drain loads 30, andwherein the Power On switch 51 prevents any electricity from beingprovided, from any battery or power source, to the electric vehiclemotor/propulsion system 120 and to the vehicle non-drain loads 30.

With reference to FIG. 9B, the switch 40 is shown in the “CLOSED” or“ON” position, wherein the vehicle battery 10 can be connected to, andcan be capable of providing electricity to, the electric vehiclemotor/propulsion system 120 and to the vehicle non-drain loads 30 if andwhen the Power On switch 51 is switched to the “CLOSED” or “ON”position. With reference to FIG. 9C, each of switch 40 and Power Onswitch 51 are shown in the “CLOSED” or “ON” positions wherein thevehicle battery 10 is connected to, and provides electricity to, theelectric vehicle motor/propulsion system 120 and to the vehiclenon-drain loads 30.

FIGS. 10A and 10B each illustrate a preferred embodiment mechanism forrecharging the vehicle battery and the vehicle auxiliary battery of anelectric vehicle, an all-electric vehicle, and/or a hybrid vehicle, bydriving the alternator(s) 80 of the apparatus 300 with and using anysuitable rotating component of a respective and suitable component ofthe electric vehicle motor/propulsion system 120.

FIG. 10A illustrates a preferred embodiment mechanism which includes arotating shaft 81, which is a component of the alternator(s) 80 of FIGS.9A, 9B, and 9C, a rotating shaft 110, which is a component of theelectric vehicle motor/propulsion system 120 of FIGS. 9A, 9B, and 9C,and a fan belt 130. In a preferred embodiment, the fan belt 130 isdriven by the rotating shaft 110 and, in turn, drives the rotation ofthe rotating shaft 81 which results in the generation of the electricityor the electrical power, by the alternator(s) 80, which electricity orelectrical power is used to recharge the vehicle battery 10 and thevehicle auxiliary battery 60. In a preferred embodiment, the rotatingshaft 81 provides the necessary rotation and/or rotational motion orenergy which is needed by and used by the alternator(s) 80 to generatethe electricity or the electrical power which is, or can be, used torecharge the vehicle battery 10 and the auxiliary vehicle battery 60 asthe respective electric vehicle, all-electric vehicle, or hybridvehicle, is operating.

With reference to FIG. 10A, the rotating shaft 81 has a recessed portion82 (shown in dotted lines) which can facilitate a more secure seating orhousing of the fan belt 130 within and/or on rotating shaft 81. As andfor an example, the rotating shaft 81 can, in a preferred embodiment, beformed or molded in a cross section like a clothesline pulley so thatthe fan belt 130 can be situated between the sidewalls of the same inand during operation. With reference to FIG. 10A, the rotating shaft 110also has a recessed portion 111 (shown in dotted lines) which can alsofacilitate a more secure seating or housing of the fan belt 130 withinand/or on the rotating shaft 110. As and for an example, the rotatingshaft 110 can, in a preferred embodiment, also be formed or molded in across section like a clothesline pulley so that the fan belt 130 can besituated between the sidewalls of the same in and during operation. In apreferred embodiment, the fan belt 130 should be secured tightly aboutthe between the rotating shaft 81 and the rotating shaft 110 so as toprevent slippage of the fan belt 130, and so as to ensure that therotational energy of the rotating shaft 110 is transferred to therotating shaft 81 in an optimal and efficient manner.

In a preferred embodiment, the fan belt 130, which is utilized in theapparatus of FIGS. 99A, 9B, 9C, and 10A, can be of the type or kindwhich is similar to, or analogous to, conventional vehicle fan beltswhich are used to drive alternators or air conditioner system componentsin internal combustion engine vehicles. In another preferred embodiment,the fan belt 130, and/or the recessed portions 82, of the rotating shaft81, and the recessed portions 111, of the rotating shafts 110, can beprovided with corresponding grooves, serrations, or other tractioninducing formations, which can prevent slippage of the fan belt 130. Inanother preferred embodiment, the fan belt 130 can be implemented with achain of metal, plastic, or any other suitable material, and the therecessed portions 82, of the rotating shaft 81, and the recessedportions 111, of the rotating shafts 110, can be provided withcorresponding sprocket-like protrusions (in a manner similar to abicycle chain and sprocket system) in order to prevent slippage of thefan belt 130 on or about the rotating shaft 81 and or the rotating shaft110.

With reference to FIG. 10A, once the fan belt 130 is adequately securedabout both the rotating shaft 110 and the rotating shaft 81, therotation of the rotating shaft 110 will drive the rotation of therotating shaft 81.

In a preferred embodiment, any suitable and/or appropriate designtechnique(s) can be utilized to provide the rotating shaft 81 and therotating shaft 110 of FIG. 10A so that the fan belt 130, which is to bedriven by the rotating shaft 110, which is a rotating component of theelectric vehicle motor/propulsion system 120 or any suitable componentof same, can drive the rotation of the rotating shaft 81.

In a preferred embodiment, the rotating shaft 110 can be a component ofany suitable component of the electric vehicle motor/propulsion system120. In a preferred embodiment, the rotating shaft 110 can be acomponent of a vehicle electric motor, an in-wheel motor, atransmission, a differential, an axle, a spindle, a reduction gear, areducer, an eaxle, or a wheel, of the respective electric vehicle,all-electric vehicle, or hybrid vehicle. In a preferred embodiment, therotating shaft 110 can be a component of a vehicle electric motor or anin-wheel motor. In another preferred embodiment, the rotating shaft 110can be a component of a transmission. In another preferred embodiment,the rotating shaft 110 can be a component of a differential. In anotherpreferred embodiment, the rotating shaft 110 can be a component of anaxle. In another preferred embodiment, the rotating shaft 110 can be acomponent of a spindle. In another preferred embodiment, the rotatingshaft 110 can be a component of a reduction gear. In another preferredembodiment, the rotating shaft 110 can be a component of a reducer. Inanother preferred embodiment, the rotating shaft 110 can be a componentof an eaxle. In another preferred embodiment, the rotating shaft 110 canbe a component of a wheel. In another preferred embodiment, the rotatingshaft 110 can be any rotating component of the respective electricvehicle, all-electric vehicle, or hybrid vehicle.

In another preferred embodiment, for any single electric vehicle,all-electric vehicle, or hybrid vehicle, any number of rotating shafts81, rotating shafts 110, and fan belts 130, can be utilized or employedin, on, with, or in conjunction with, any number of multiple componentsof the electric vehicle motor/propulsion system 120 of the respectiveelectric vehicle, all-electric vehicle, or hybrid vehicle, and/or anynumber of rotating shafts 81, rotating shafts 110, and fan belts 130,can be utilized or employed at multiple locations of, in, on, with, orin conjunction with, any one or single rotating component of theelectric vehicle motor/propulsion system 120 of the respective electricvehicle, all-electric vehicle, or hybrid vehicle.

With reference once again to FIG. 10A, the mechanism disclosed thereincan be used to generate electricity or electrical power in the followingmanner. When the electric vehicle motor/propulsion system is operatingand/or when the vehicle is in motion, the rotation of the rotating shaft110 (of the respective component of the electric vehiclemotor/propulsion system 120) will, via the fan belt 130, drive therotation of the rotating shaft 81. The rotation of the rotating shaft 81will drive the alternator(s) 80 and the alternator(s) 80 will generateelectricity which is used to recharge the vehicle battery 10 and thevehicle auxiliary battery 60.

FIG. 10B illustrates a cross section of another preferred embodimentmechanism for driving a rotating shaft of the alternator(s) 80 so as togenerate electricity which is used to recharge the vehicle battery 10and the vehicle auxiliary battery 60. With reference to FIG. 10B, therotating shaft 81A, which is a component of the alternator(s) 80, isshown situated coaxially within the rotating shaft 110A of therespective component of the electric vehicle motor/propulsion system120. With reference to FIG. 10B, the rotating shaft 110A has an innersurface 110B as shown. In a preferred embodiment, the rotating shaft 81Ais fastened to the inner surface 110B of the rotating shaft 110A viaconnecting member 110C as shown. In the mechanism of FIG. 10B, as therotating shaft 110A rotates, the connecting member 110C causes therotating shaft 81A to rotate in the same direction as the rotation ofthe rotating shaft 110A. Although shown as rotating clockwise, it isimportant to note that rotating shaft 110A can also rotatecounterclockwise, and when such is the case, the rotating shaft 81Awould also rotate counterclockwise along with the rotating shaft 110C.

With reference once again to FIG. 10B, the mechanism disclosed thereincan be used to generate electricity or electrical power in the followingmanner. When the electric vehicle motor/propulsion system is operatingand/or when the vehicle is in motion, the rotation of the rotating shaft110A (of the respective component of the electric vehiclemotor/propulsion system 120) will, via the connecting member 110C, drivethe rotation of the rotating shaft 81A. The rotation of the rotatingshaft 81A will drive the alternator(s) 80 and the alternator(s) 80 willgenerate electricity which is used to recharge the vehicle battery 10and the vehicle auxiliary battery 60.

In another preferred embodiment, the apparatus 300 and/or the rechargingmechanisms of FIGS. 10A and/or 10B can also be utilized along withremote control circuitry and/or remote control components which can beutilized in order to remotely open or to remotely close each of the maincutoff switch 40 and the Power On switch 51, and/or to monitor or tocontrol the battery power management functions or functionalities of theapparatus and methods of the present invention.

FIG. 11 illustrates another preferred embodiment of the apparatus of thepresent invention which is designated by the reference number 400. Withreference to FIG. 11 , the apparatus 400 includes, in place of a vehicleignition system 20, an electric vehicle motor/propulsion system 120.With reference to FIG. 11 , the apparatus 400 can include a transmitter42, which can be any type or kind of remote control transmitter foropening or closing the circuit controlled by the main cutoff switch 40and which, in a preferred embodiment, can be integrated into and/or witha vehicle remote control device, a key chain, or a key fob, or any otherdevice, a receiver 44 located at, in, or on, the vehicle, for receivinga signal, signals, or sequence of signals, transmitted from thetransmitter 42 and indicative of a main shutoff switch opening operationor a main cutoff switch closing operation, a controller 46 forprocessing any signal, signals, or sequence of signals, received by thereceiver 44, and an electronically activated switching device 48 whichcan located in parallel with the main cutoff switch 40, which can serveto close or open the circuit controlled by the main cutoff switch 40. Ina preferred embodiment, the electronically activated switching device 48can be placed in parallel with the main cutoff switch 40 so that it cansimply bypass the main cutoff switch 40 in a preferred embodiment.

With reference once again to FIG. 11 , the apparatus 400 can include atransmitter 52, which can be any type or kind of remote controltransmitter for opening or closing the circuit controlled by the PowerOn switch 51 and which, in a preferred embodiment, can also beintegrated into and/or with a vehicle remote control device, a keychain, or a key fob, or any other device, a receiver 54 located at, in,or on, the vehicle, for receiving a signal, signals, or sequence ofsignals, transmitted from the transmitter 52 and indicative or a vehiclePower On switch 51 opening operation or a Power On switch 51 closingoperation, a controller 56 for processing any signal, signals, orsequence of signals, received by the receiver 54, and an electronicallyactivated switching device 58 which can located in parallel with thePower On switch 51, which can serve to close or open the circuitcontrolled by the Power On switch 51. In a preferred embodiment, theelectronically activated switching device 58 can be placed in parallelwith the Power On switch 51 so that it can simply bypass the Power Onswitch 51 in a preferred embodiment.

In a preferred embodiment, the transmitter 42 and/or the transmitter 52can also be implemented by, replaced by, or used in conjunction with, acentral processing computer or an Internet server 200 (hereinafter“central processing computer 200”), which can be associated with a website. In another preferred embodiment, any authorized user or authorizedperson can utilize any suitable communication device 250, which, in apreferred embodiment, can be a personal computer, a tablet, a tabletcomputer, a laptop computer, a notebook computer, a cellular telephone,a wireless telephone, a personal digital assistant, or any othersuitable device, in order transmit any respective signal, signals, orsequence of signals, to the respective receiver 44 and/or to therespective receiver 54 via the central processing computer 200 on, over,or via, the Internet and/or the World Wide Web, and/or on or over anyother communication network(s), wireless communication network(s), orany combination of same. In this regard, in a preferred embodiment, anyauthorized user or authorized person can use or control the apparatus100 of the present invention on, over, or via, the Internet and/or theWorld Wide Web and/or any other communication network(s), wirelesscommunication network(s), or any combination of same.

In another preferred embodiment, the apparatus 300 of FIGS. 9A, 9B, and9C can also be utilized along with any number of alternators and/orgenerators in order to recharge the vehicle battery 10 and the vehicleauxiliary battery 60. FIG. 12 illustrates another preferred embodimentof the apparatus of the present invention which is designated by thereference numeral 500. With reference to FIG. 12 , the apparatus 500includes, in place of alternator(s) 80, alternator(s)/generators 85.

In another preferred embodiment, the apparatus 400 of FIG. 11 can alsobe utilized along with any number of alternators and/or generators inorder to recharge the vehicle battery 10 and the vehicle auxiliarybattery 60. FIG. 13 illustrates another preferred embodiment of theapparatus of the present invention which is designated by the referencenumeral 600. With reference to FIG. 13 , the apparatus 600 includes, inplace of alternator(s) 80, alternator(s)/generators 85.

In another preferred embodiment, as well as in any and/or all of theembodiments described herein, the apparatus and methods of the presentinvention can also be utilized in, on, and/or in connection with, and/orin conjunction with, vehicles of any kinds, types, or sizes, including,but not limited to, vehicles which require, or which may require, adriver, an operator, or a pilot, self-driving vehicles, autonomousvehicles, and/or remote-controlled vehicles, any of which vehicles canalso be land vehicles, air vehicles, and/or sea vehicles or marinevehicles, of any kind, type, or size, and including, but not limited to,automobiles, cars, trucks, buses, trains, subway trains, aircraft,airplanes, jets, helicopters, drones, spacecraft, and/or satellites,and/or water vehicles or marine vehicles, boats, ships, submarines,and/or submersible vehicles, or any kind, type, or size.

In this regard, in a preferred embodiment, the apparatus and methods ofthe present invention can be utilized in, on, and/or in connection with,and/or in conjunction with, vehicles of any kinds, types, or sizes,including, but not limited to, vehicles which require, or which mayrequire, a driver, an operator, or a pilot, self-driving vehicles,autonomous vehicles, and/or remote-controlled vehicles. Further, theapparatus and methods of the present invention can also be utilized in,on, and/or in connection with, and/or in conjunction with, landvehicles, air vehicles, and/or sea vehicles or marine vehicles, of anykind, type, or size. Still further, the apparatus and methods of thepresent invention can also be utilized in, on, and/or in connectionwith, and/or in conjunction with, automobiles, cars, trucks, buses,trains, subway trains, aircraft, airplanes, jets, helicopters, drones,spacecraft, and/or satellites, and/or water vehicles or marine vehicles,boats, ships, submarines, and/or submersible vehicles, or any kind,type, or size.

While the present invention has been described and illustrated invarious preferred and alternate embodiments, such descriptions aremerely illustrative of the present invention and are not to be construedto be limitations thereof. In this regard, the present inventionencompasses all modifications, variations, and/or alternate,embodiments, with the scope of the present invention being limited onlyby the claims which follow.

What is claimed is:
 1. An apparatus, comprising: a first circuit,wherein the first circuit contains a first load, wherein the first loaddoes not draw current from a first battery when the first load is notoperating, and further wherein the first load comprises an electricmotor of an electric vehicle or a hybrid vehicle; a second circuit,wherein the second circuit contains a second load, wherein the secondload draws current from a second battery when the first load is notoperating or is non-operational; a first switch, wherein the firstswitch is capable of disconnecting the first battery from the firstcircuit; a second switch, wherein the second switch is capable ofconnecting the first battery to the first circuit, wherein the firstswitch and the second switch are connected in series; and at least onerecharger, wherein the at least one recharger is capable of rechargingthe first battery and the second battery when the first load isoperating, wherein the apparatus is capable of providing electricalpower to the second load when the at least one recharger ceases tooperate or becomes non-operational.
 2. The apparatus of claim 1, furthercomprising: a receiver, wherein the receiver receives a signaltransmitted from a remote control device or a wireless device, whereinthe apparatus opens the first switch in response to the signal, orwherein the apparatus closes the first switch in response to the signal.3. The apparatus of claim 1, further comprising: a receiver, wherein thereceiver receives a signal transmitted from a central processingcomputer, wherein the signal is transmitted over the Internet or theWorld Wide Web to the receiver, and further wherein the apparatus opensthe first switch in response to the signal, or wherein the apparatuscloses the first switch in response to the signal.
 4. The apparatus ofclaim 1, further comprising: a third load, wherein the third load isconnected between the first circuit and a third circuit, wherein thethird circuit contains the second battery, and further wherein the thirdload generates a circuit stabilizing voltage drop when respectivevoltage levels of the first battery and the second battery are notequal.
 5. The apparatus of claim 1, wherein the first switch is acut-off switch.
 6. The apparatus of claim 1, wherein the second switchis a switch associated with the electric motor of the electric vehicleor the hybrid vehicle.
 7. The apparatus of claim 1, wherein the firstload further comprises: a differential.
 8. The apparatus of claim 1,wherein the electric motor is an in-wheel motor.
 9. The apparatus ofclaim 1, wherein the first load further comprises: an electric powercontrol unit.
 10. The apparatus of claim 1, further comprising: a firstrotating shaft, wherein the first rotating shaft is a component of theelectric motor, a transmission, a reduction gear, a reducer, an eaxle,an axle, or a wheel; and a second rotating shaft, wherein the secondrotating shaft is a component of the at least one recharger, wherein thefirst rotating shaft drives a rotation of the second rotating shaft. 11.The apparatus of claim 10, further comprising: a fan belt, wherein thefan belt is attached to the first rotating shaft and the second rotatingshaft, and further wherein the fan belt causes the second rotating shaftto rotate in response to a rotation of the first rotating shaft.
 12. Theapparatus of claim 10, further comprising: a connecting member, whereinthe connecting member is connected to each of the first rotating memberand the second rotating member, and further wherein the connectingmember caused the second rotating member to rotate in response to arotation of the first rotating shaft.
 13. The apparatus of claim 10,wherein the second rotating shaft is coaxial with the first rotatingshaft.
 14. The apparatus of claim 10, further comprising: a chain,wherein the chain interacts with a sprocket on the first rotating shaftand a sprocket on the second rotating shaft, and further wherein thechain causes the second rotating shaft to rotate in response to arotation of the first rotating shaft.
 15. The apparatus of claim 1,wherein the at least one recharger is an alternator or a plurality ofalternators, or wherein the at least one recharger is a generator or aplurality of generators.
 16. The apparatus of claim 1, wherein the firstload comprises a plurality of electric motors of the electric vehicle orthe hybrid vehicle.
 17. The apparatus of claim 1, wherein the electricvehicle or the hybrid vehicle is a land vehicle, an air vehicle, a seavehicle, a marine vehicle, and further wherein the electric vehicle orthe hybrid vehicle, is a self-driving vehicle, an autonomous vehicle, ora remote-controlled vehicle.
 18. The apparatus of claim 1, wherein thefirst load further comprises: power electronics; and a transmission,wherein the transmission is a reducer.
 19. The apparatus of claim 1,further comprising: the first battery; and the second battery.
 20. Theapparatus of claim 1, wherein the first load is an eaxle.
 21. Anapparatus, comprising: a first circuit, wherein the first circuitcontains a first load, wherein the first load does not draw current froma first battery when the first load is not operating, and furtherwherein the first load comprises an electric motor of an electricvehicle or a hybrid vehicle; a second circuit, wherein the secondcircuit contains a second load, wherein the second load draws currentfrom a second battery when the first load is not operating or isnon-operational; a first switch, wherein the first switch disconnectsthe first battery from the first circuit; a second switch, wherein thesecond switch connects the first battery to the first circuit, whereinthe first switch and the second switch are connected in series; and atleast one recharger, wherein the at least one recharger recharges thefirst battery and the second battery when the first load is operating,wherein the apparatus provides electrical power to the second load whenthe at least one recharger ceases to operate or becomes non-operational,and further wherein the first load further comprises: power electronics;and a transmission.